Existing Conditions, 2013
For the example route, in the AM peak, in the chart here, the existing conditions produce a trip time of 40 minutes, critical capacity at Victoria Pde is 3,300vph, demand is 4,200vph, CO2 is 12.5tonne/hour, queues build to 2,000m on Hoddle St and 2,000m on the Eastern Fwy, and the buses, not graphed, take 8 minutes.
Effect of Metering
If metering is installed, and the bus lane removed, the trip would be 25 minutes, capacity 4,500vph, demand 5,300vph, CO2 13.2tph, no queues in Hoddle St, but a 3,800m queue on the Eastern Fwy, and the buses take 8 minutes, a saving of 15 minutes for cars and trucks. Smoothing at minor crossings could be applied with metering and would have a minor impact on trip time, demand and CO2.
Effect of Metering & 2-phase
If, in addition to metering, 7 major intersections along Hoddle St were converted to 2-phase, the trip would be 16 minutes, capacity 5,200vph, demand 5,800vph, CO2 10.8tph, no queues in Hoddle St, but a 2,800m queue on the Eastern Fwy, and the buses take 8 minutes, a saving of 24 minutes for cars and trucks.
Effect of Metering, 2-phase & Queue-Jump
If, in addition to metering and 2-phase intersections, 90% of cars and trucks jumped the queue with tolled, metered, high priority entry lanes, like the bus, the trip would be 8 minutes for high priority vehicles, but 23 minutes for the 10% free access vehicles, capacity 5,200vph, demand 5,400vph, CO2 5.9tph, no queues in Hoddle St, and an 800m, slow moving queue on the Eastern Fwy, a saving of 31 minutes for cars and trucks on average. CO2 emissions would drop by 53%.
If a 2-phase intersection had not been installed at Victoria St, the delay for the 10% free access vehicles would be 46 minutes, not 23 minutes and the toll might need to be $3, instead of $1.50.